JPWO2014045754A1 - Electric vehicle harness wiring structure - Google Patents

Abstract

To provide a harness routing structure for an electric vehicle capable of reducing a load acting on a harness penetrating a floor panel when a frontal collision of the vehicle occurs. A battery pack (5) is disposed below the floor panel (10), and a PTC heater (84) is disposed above the floor panel (10) and in front of the vehicle relative to the battery pack (5). In the harness routing structure for an electric vehicle in which the pack (5) and the PTC heater (84) are connected by a high-voltage harness (13) that passes through the harness through hole (14) formed in the floor panel (10), the harness penetration Vehicle with a high-voltage connector terminal (57C) to which one end (13a) of the high-voltage harness (13) is connected to the hole (14) and a clip fixing position (87a) to which the other end (13b) of the high-voltage harness (13) is connected It was set as the position between the front-back direction.

Description

  The present invention relates to a harness routing structure for an electric vehicle that connects a pair of in-vehicle components arranged vertically with a floor panel interposed therebetween via a harness that penetrates the floor panel.

  2. Description of the Related Art Conventionally, an electric motor comprising a pair of in-vehicle components arranged above and below a floor panel, a harness connecting the pair of in-vehicle components, and a harness through hole formed in the floor panel and through which the harness passes. A harness wiring structure for a vehicle is known (see, for example, Patent Document 1).

JP 2011-25863 A

  By the way, in the conventional harness routing structure for an electric vehicle, when a frontal collision of the vehicle occurs, an in-vehicle component arranged on the upper side of the floor panel may move to the rear of the vehicle. At this time, if the relative positional relationship between the in-vehicle component on the upper side of the floor and the harness through hole through which the harness passes changes, there is a risk that the harness is burdened.

  The present invention has been made paying attention to the above problem, and an object thereof is to provide a harness routing structure for an electric vehicle that can reduce a load acting on a harness that penetrates a floor panel when a frontal collision occurs. To do.

In order to achieve the above object, a harness routing structure for an electric vehicle according to the present invention includes a floor lower part, a floor upper part, a harness, and a harness through hole.
The lower floor component is disposed below the floor panel.
The on-floor part is disposed on the upper side of the floor panel and at a position ahead of the vehicle with respect to the under-floor part.
The harness connects the lower floor component and the upper floor component.
The harness through hole is formed in the floor panel, and the harness penetrates therethrough. Here, the vehicle through the harness through-hole between the lower floor harness connection position of the lower floor component to which one end of the harness is connected and the upper harness connection position of the upper floor component to which the other end of the harness is connected. The position is set between the directions.

In the harness wiring structure for an electric vehicle according to the present invention, the on-floor component disposed on the upper side of the floor panel is disposed at the vehicle front position rather than the below-floor component disposed on the lower side of the floor panel. . Therefore, when a vehicle front collision occurs, a collision load input from the front of the vehicle acts on the floor component, and the floor component moves rearward of the vehicle. On the other hand, an inertial force acts on the lower-floor component in accordance with a vehicle front collision, and the lower-floor component moves forward of the vehicle.
On the other hand, the harness through hole that is formed in the floor panel and through which the harness passes is located in the vehicle front-rear direction between the harness connection position below the floor to which one end of the harness connects and the harness connection position on the floor to which the other end of the harness connects. It is set to the interposition.
Therefore, at the time of a vehicle front collision, the lower floor harness connection position and the harness through hole are relatively close to each other. Further, the on-floor harness connection position and the harness through hole are relatively close to each other. As a result, the harness is deformed in a deflectable direction on either the lower side or the upper side of the floor panel. As a result, since the harness is not pulled or twisted, the load acting on the harness can be reduced.

It is a whole perspective view which shows the main structures of the electric vehicle to which the harness wiring structure of Example 1 was applied. 1 is an external perspective view showing a battery pack of Example 1. FIG. It is sectional drawing which shows the air-conditioner unit of Example 1. It is a back perspective view showing the air-conditioning unit of Example 1. It is a principal part side view which shows the electric vehicle to which the harness wiring structure of Example 1 was applied. It is a principal part top view which shows the electric vehicle to which the harness wiring structure of Example 1 was applied. It is an external appearance perspective view of the attachment state of the grommet of Example 1. FIG. It is sectional drawing of the attachment state of the grommet of Example 1. FIG. It is explanatory drawing which shows typically the positional relationship of a battery pack and an air-conditioner unit at the time of front collision occurrence, and shows the state immediately after a collision. It is explanatory drawing which shows typically the positional relationship of a battery pack and an air-conditioner unit at the time of front collision occurrence, and shows the state before a collision. It is explanatory drawing which shows typically the positional relationship of a battery pack and an air-conditioner unit at the time of front collision occurrence, and shows a collision late state. It is a top view which shows typically the positional relationship of a battery pack and an air-conditioner unit.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the harness wiring structure of the electric vehicle of this invention is demonstrated based on Example 1 shown in drawing.

Example 1
The configuration of the harness wiring structure of the electric vehicle according to the first embodiment is the “electric vehicle overall configuration”, “battery pack configuration”, “air conditioner unit configuration”, “high power harness routing configuration”, “grommet configuration” It is divided and explained.

[Entire configuration of electric vehicle]
FIG. 1 is an overall perspective view showing a main structure of an electric vehicle to which the harness routing structure of the first embodiment is applied. Hereinafter, based on FIG. 1, the whole structure of the electric vehicle of Example 1 is demonstrated.

  As shown in FIG. 1, an electric vehicle (electric vehicle) 1 according to the first embodiment includes a drive motor (traveling motor) 2, a drive motor inverter 3, a DC / DC junction box 4, and a battery pack (lower floor component). ) 5, a charging port 6, an in-vehicle charger 7, and an air conditioner unit 8. In addition, what is shown by 9 in FIG. 1 is a 12-volt vehicle-mounted battery.

  The drive motor 2 is a driving source for running the electric vehicle 1 and is disposed in a motor room M provided at the front of the vehicle. An output shaft (not shown) of the drive motor 2 is connected to left and right front wheels FL (not shown) as drive wheels. When a positive torque command is output to the drive motor inverter 3, the drive motor 2 performs a drive operation to generate a drive torque using the discharge power from the battery pack 5, and the left and right front wheels FL, (Not shown) is driven (powering). On the other hand, when a negative torque command is output to the drive motor inverter 3, a power generation operation is performed to convert rotational energy from the left and right front wheels FL (not shown) into electrical energy, and the generated power is stored in the battery pack. 5 charging power (regeneration).

  The DC / DC junction box 4 has a built-in DC / DC converter, distributes high-voltage discharge power from the battery pack 5, supplies power to the 12-volt power supply system, and charges the 12-volt in-vehicle battery 9. Do. Further, the DC / DC junction box 4 has a normal charging relay and a quick charging relay so that the charging circuit can be switched in accordance with the charging mode.

  The battery pack 5 is located below the floor panel 10 that divides the passenger compartment space R and the underfloor space Y, that is, the underfloor space Y, and is disposed at the center position of the wheel base here. The battery pack 5 serves as a power source for the drive motor 2 and also serves as a power source for the PTC heater 84 (see FIG. 3A) built in the air conditioner unit 8. The detailed configuration of the battery pack 5 will be described later.

  The charging port 6 is a portion to which a charging connector connected to an external power source such as a charging stand or a household charging facility is connected. The charging port 6 is provided at the center of the front portion of the vehicle and is covered with a port lid 6a so as to be opened and closed. . Here, the charging port 6 has a normal charging port 6b and a quick charging port 6c. The normal charging port 6 b is a charging port used for charging by a household charging facility, a normal charging stand or the like, and is connected to the DC / DC junction box 4 via the in-vehicle charger 7. The rapid charging port 6c is a charging port used when charging by a rapid charging stand or the like, and is directly connected to the DC / DC junction box 4.

  The air conditioner unit 8 is disposed on the upper side of the floor panel 10, that is, in the passenger compartment space R and on the front side of the vehicle with respect to the battery pack 5. Here, it arrange | positions between the dash panel D which divides the motor room M and the vehicle interior space R, and the instrument panel which is not shown in figure here. The air conditioner unit 8 blows temperature-controlled air into the passenger compartment space R. The detailed configuration of the air conditioner unit 8 will be described later.

[Battery pack configuration]
FIG. 2 is an external perspective view illustrating the battery pack according to the first embodiment. In the figure, FR indicates the front of the vehicle, UP indicates the upper side of the vehicle, R indicates the right side of the vehicle, and L indicates the left side of the vehicle. Hereinafter, based on FIG. 2, the structure of the battery pack of Example 1 is demonstrated.

  As shown in FIG. 2, the battery pack 5 according to the first embodiment includes a battery case 51 and a service disconnect switch 52 (hereinafter referred to as “SD switch”).

The battery case 51 is a housing containing a battery module (not shown), a junction box, and a lithium ion battery controller, and is composed of two parts, a lower frame 51a and an upper cover 51b.
The battery module has an aggregate structure in which a plurality of battery cells made of secondary batteries (such as lithium ion batteries) are stacked.

  The lower frame 51a is a frame member that is supported and fixed to the vehicle body member. The lower frame 51a has a space formed by a rectangular recess for mounting a battery module or the like. A weak electrical connector terminal 53A, a charge / discharge connector terminal 53B, and a high electrical connector terminal 53C are attached to the front end edge of the lower frame 51a.

  The upper cover 51b is a cover member that is bolted to the outer peripheral portion of the lower frame 51a. The upper cover 51b has a cover surface with an uneven step shape corresponding to the uneven height shape of a battery module or the like mounted on the lower frame 51a.

  As shown in FIG. 2, the SD switch 52 is a switch that is disposed in the central region of the battery case 51 and mechanically shuts off the battery high-power circuit by manual operation. The battery high-power circuit is formed by connecting a battery module having an internal bus bar, a junction box, and an SD switch 52 to each other via the bus bar. The SD switch 52 can be switched on and off by manual operation when the DC / DC junction box 4, the PTC heater 84, etc. are inspected, repaired, or replaced.

  The light electrical connector terminal 53A is connected to a junction box built in the battery case 51 and a light electrical harness (not shown) for connecting an external electronic control system.

  The charge / discharge connector terminal 53B is connected to one end of a charge / discharge harness (not shown) connected to the DC / DC junction box 4. The charge / discharge harness is connected to a junction box built in the battery case 51.

  The high-power connector terminal 53C is connected to one end of a high-power harness (harness) 13 connected to a PTC heater 84 that is an external high-power component. The high-voltage harness 13 is connected to a junction box built in the battery case 51 inside the battery pack 5.

[Configuration of air conditioning unit]
FIG. 3A is a cross-sectional view illustrating the air conditioner unit according to the first embodiment. FIG. 3B is a rear perspective view illustrating the air conditioner unit according to the first embodiment. The configuration of the air conditioner unit according to the first embodiment will be described below with reference to FIGS. 3A and 3B.

  As shown in FIG. 3A, the air conditioner unit 8 according to the first embodiment includes a unit housing 81, a fan unit 82, an evaporator 83, an expansion valve (not shown), and a PTC heater 84. In FIG. 3A, reference numeral 85 denotes an air cleaner. The air conditioner unit 8 is attached to the center position in the vehicle width direction of the dash panel D and above the floor tunnel 10a formed in the floor panel 10, as shown in FIG. 3B.

The unit housing 81 is a housing in which an air passage 81a is formed, and an air cleaner 85, an evaporator 83, an air mix door 81b, and a PTC heater 84 are sequentially arranged in the air passage 81a. On the downstream side of the PTC heater 84, a temperature-controlled air passage 81c through which the temperature-controlled air whose temperature is adjusted by the evaporator 83 and the PTC heater 84 flows is formed. The temperature-controlled air passage 81c communicates with a plurality of air outlets formed in the instrument panel via a plurality of upper air blowing ports 81d formed in the upper part of the unit housing 81.
Further, in the unit housing 81, an insertion portion 86 through which the high-voltage harness 13 is inserted is formed in the lower portion of the rear surface 86a facing the rear of the vehicle (see FIG. 3B).

  The fan unit 82 includes a fan motor (not shown) and a fan 82 a that is rotationally driven by the fan motor, and feeds air into the unit housing 81. This sent air circulates in the air passage 81a.

  The evaporator 83 and the expansion valve cool the air flowing through the air flow path 81a through which the refrigerant created by the refrigeration cycle of the vehicle-mounted air conditioning system (not shown) flows.

  The PTC heater 84 applies a current to a PTC (Positive Temporture Corfficient) element that generates heat when an electric current is supplied, and heats the air downstream of the evaporator 83. The heating wire of the PTC heater 84 is directly connected to the high voltage harness 13 extending from the battery pack 5 inside the unit housing 81.

  Here, the high-voltage harness 13 is fixed to the inner side of the insertion portion 86 with a clip 87 (see FIG. 3A) in order to prevent vibration and displacement.

[Wiring configuration of high-voltage harness]
FIG. 4 is a side view of an essential part showing an electric vehicle to which the harness routing structure of the first embodiment is applied. FIG. 5 is a plan view of a principal part showing an electric vehicle to which the harness routing structure of the first embodiment is applied. Hereinafter, based on FIG. 4, FIG. 5, the wiring structure of the high-voltage harness of Example 1 is demonstrated.

  In the first embodiment, the battery pack 5 is disposed in the underfloor space Y defined on the lower side of the floor panel 10. Here, as shown in FIG. 5, the lower side of the floor panel 10 is supported by a pair of side members 11, 11 extending in the vehicle front-rear direction. Further, the floor panel 10 has a floor tunnel 10a extending in the vehicle front-rear direction at the center position in the vehicle width direction, and a plurality of cross members 12,... Extending in the vehicle width direction are formed on both sides of the floor tunnel 10a. Is provided.

The battery pack 5 disposed in the underfloor space Y is fixedly supported via the bracket portion 58 with respect to the pair of side members 11, 11 or the cross member 12. At this time, the high-power connector terminal 57C provided at the front end of the battery pack 5 is set at the center position in the vehicle width direction.
On the other hand, an air conditioner unit 8 is disposed in the vehicle compartment space R defined on the upper side of the floor panel 10 on the front side of the vehicle with respect to the battery pack 5. At this time, the insertion portion 86 formed in the unit housing 81 of the air conditioner unit 8 is set at the center position in the vehicle width direction.

  One end 13a of the high-voltage harness 13 is connected to the high-power connector terminal 57C, and the other end 13b of the high-voltage harness 13 is directly connected to the heating wire of the PTC heater 84 inside the unit housing 81. That is, the battery pack 5 and the PTC heater 84 are electrically connected via the high-voltage harness 13. Here, the “high-power harness” is a harness that connects high-power components that are components whose line voltage is greater than 24 volts. Compared to a weak electric harness that connects parts having a line voltage smaller than 24 volts, the harness diameter is large and the bending rigidity is high.

  The high-power connector terminal 57C to which the one end 13a of the high-power harness 13 is connected corresponds to the lower floor harness connection position. Further, the position near the other end 13b of the high voltage harness 13 is fixed to the inside of the insertion portion 86 with a clip 87, and a position 87a (hereinafter referred to as “clip fixing position”) 87a fixed with the clip 87 is on the floor. Corresponds to the harness connection position.

  And the intermediate part of the high voltage | strength harness 13 is routed along the vehicle front-back direction, and penetrates the harness through-hole 14 formed in the floor panel 10. The harness through hole 14 is formed by cutting the floor panel 10 into a square shape in plan view, and a grommet 15 is provided on the inner side. Details of the grommet 15 will be described later.

As shown in FIG. 4, the position of the harness through hole 14 in the vehicle front-rear direction is set to a position between the high voltage connector terminal 57 </ b> C of the battery pack 5 and the clip fixing position 87 a of the air conditioner unit 8. Here, it is set at a substantially central position between the high-power connector terminal 57C and the clip fixing position 87a.
Moreover, the harness through-hole 14 is formed in the upper surface of the floor tunnel 10a, and the vehicle width direction position of this harness through-hole 14 is set to the vehicle width direction center position of the electric vehicle 1 as shown in FIG. That is, the distance from the pair of side members 11 and 11 to the harness through hole 14 is approximately the same.
Furthermore, the harness through hole 14 is set at a position where it does not interfere with the cross member 12. Here, the front cross member 12a provided on the most front side of the vehicle is set on the front side of the vehicle.

As shown in FIG. 4, the high-voltage harness 13 extends in the vehicle vertical direction in a portion that passes through the harness through hole 14, and the lower wiring portion 13 c from the harness through-hole 14 to the high-voltage connector terminal 57 </ b> C. The middle part of the vehicle is curved downward in the vehicle. Further, an intermediate portion of the upper wiring portion 13d from the harness through hole 14 to the clip fixing position 87a is curved upward.
Here, the middle position of the lower wiring portion 13c is clipped to the lower surface of the floor tunnel 10a.

[Grommet configuration]
6A and 6B show the grommet of Example 1, FIG. 6A is an external perspective view of the attached state, and FIG. 6B is a cross-sectional view of the attached state. Hereinafter, based on FIG. 6A, 6B, the structure of the grommet of Example 1 is demonstrated.

  As shown in FIG. 6B, the grommet 15 has a tube portion 15a through which the high-voltage harness 13 passes, and a flange portion 15b that protrudes from the periphery of the tube portion 15a and closes the harness through hole 14. The grommet 15 is formed of EPDM (ethylene propylene rubber) or the like that is elastically deformed to allow bending deformation of the high-voltage harness 13. In other words, the rigidity of the grommet 15 is set lower than that of the high-voltage harness 13.

  The tube portion 15 a has a cylindrical shape with both ends open, and is in close contact with the outer peripheral surface of the high voltage harness 13. In addition, the intermediate part of the pipe part 15a is curved according to the wiring direction of the high-voltage harness 13 here.

  The flange portion 15b is formed with a fitting portion 15c fitted to the edge portion 14a of the harness through-hole 14 at the peripheral portion, and the fitting portion 15c is brought into close contact with the edge portion 14a, so that the grommet 15 becomes the floor panel 10. Fixed to. In addition, the flange portion 15b protrudes toward the lower side of the floor panel 10, and a plurality of concave portions 15d that are open to the vehicle interior space R are formed.

Next, the operation will be described.
The operation of the harness routing structure for the electric vehicle according to the first embodiment will be described by dividing it into “harness routing during front collision” and “harness routing during side collision”.

[Harness routing in front collision]
A lower floor part is arranged below the floor panel, and an upper floor part is arranged on the upper side of the floor panel and on the front side of the vehicle with respect to the lower floor part, and these two parts are formed on the floor panel. Consider the case of connection by a harness penetrating through a harness through hole.
In this case, when a vehicle front collision occurs, the on-floor component arranged on the vehicle front side moves rearward due to the impact of the collision. On the other hand, the lower-floor component moves forward of the vehicle by inertial force that acts during a frontal collision. That is, the two components move, and the relative positional relationship between the floor upper component and the harness through hole and the positional relationship between the floor lower component and the harness through hole change. For this reason, there is a possibility that the burden on the harness may increase due to the harness being pulled or strongly contacting the peripheral edge of the harness through hole.
Therefore, it is necessary to reduce the burden on the harness by flexing the harness without difficulty when a vehicle front collision occurs. Hereinafter, the harness routing operation at the time of front collision reflecting this will be described.

  7A to 7C are explanatory diagrams schematically showing the positional relationship between the battery pack and the air conditioner unit when a frontal collision occurs, FIG. 7A shows a state immediately after the collision, FIG. 7B shows a state before the collision, and FIG. Indicates the late state of the collision. Hereinafter, based on FIG. 7A-FIG.

  When a frontal collision occurs in the electric vehicle 1, a load (hereinafter referred to as a collision load) acting from the front of the vehicle to the rear of the vehicle acts on the electric vehicle 1. Since this collision load is input from the front end of the vehicle, immediately after the frontal collision occurs, an inertial force directed toward the front of the vehicle acts on the vehicle-mounted items including the air conditioner unit 8, the battery pack 5, the floor panel 10, and the like. . Since this inertial force acts on all the vehicles mounted, as shown in FIG. 7A, the relative positional relationship of the air conditioner unit 8, the high voltage harness 13, the harness through hole 14, and the battery pack 5 in the vehicle longitudinal direction changes. do not do.

  In the first half of the collision, the drive motor 2 and the like disposed in the motor room M at the front of the vehicle move rearward of the vehicle due to the collision load and interfere with the air conditioner unit 8 disposed on the rear side of the dash panel D. As a result, as shown in FIG. 7B, the front surface 8a of the air conditioner unit 8 is pushed and starts moving toward the rear of the vehicle. Thereby, the clip fixing position 87a by the clip 87 which fixed the high-voltage harness 13 to the unit housing 81 also moves to the vehicle rear.

  In the latter half of the collision, the movement of the air conditioner unit 8 toward the rear of the vehicle stops, and the relative distance between the air conditioner unit 8 and the battery pack 5 becomes close as shown in FIG. 7C.

  In contrast, the high-voltage harness 13 that connects the PTC heater 84 in the air-conditioner unit 8 and the battery pack 5 has one end 13a fixed to the high-power connector terminal 57C of the battery pack 5 and the other end 13b fixed to the air-conditioner unit 8. It is fixed to the clip fixing position 87a. Further, since the high voltage harness 13 passes through the harness through hole 14 of the floor panel 10, movement in the vehicle front-rear direction is restricted at the position where the harness through hole 14 is formed.

  At this time, the harness through hole 14 is provided between the high-voltage connector terminal 57C and the clip fixing position 87a, that is, the harness through hole 14 is provided on the vehicle rear side with respect to the clip fixing position 87a. On the other hand, as described above, since the air conditioner unit 8 moves to the rear of the vehicle, the clip fixing position 87a to which the high-voltage harness 13 is fixed also moves to the rear of the vehicle. Then, as the clip fixing position 87a moves backward in the vehicle, the clip fixing position 87a approaches the harness through hole 14.

  That is, in the upper wiring portion 13d of the high-voltage harness 13, both end portions are close to each other along the vehicle front-rear direction. Thereby, in the upper wiring portion 13 d of the high-voltage harness 13, the intermediate portion is not deformed in the bending direction, and the high-voltage harness 13 is not pulled or strongly abutted against the peripheral edge of the harness through hole 14. As a result, it is possible to reduce the load acting on the high-voltage harness 13 that connects the battery pack 5 and the PTC heater 84 at the time of a vehicle front collision.

  In addition, an inertial force directed toward the front of the vehicle acts on the battery pack 5 disposed in the underfloor space Y below the floor panel 10 as a frontal collision occurs (see FIG. 7A). However, since the battery pack 5 is fixed to the vehicle body member (the pair of side members 11, 11 and the cross member 12) here, the relative position with respect to the floor panel 10 hardly changes (see FIG. 7B).

  Thereby, the relative positional relationship between the high-voltage connector terminal 57C to which the high-voltage harness 13 is connected and the harness through hole 14 does not change, and the lower wiring portion 13c of the high-voltage harness 13 has both ends positioned in the vehicle front-rear direction. The relationship does not change. As a result, the high-power harness 13 is not pulled or strongly abutted against the peripheral edge of the harness through-hole 14, and the load acting on the high-power harness 13 at the time of a vehicle front collision can be reduced.

  In addition, since the high electric harness 13 has a larger harness diameter and higher bending rigidity than the weak electric harness, it is difficult to bend, and moreover, a load is easily applied to the bending. However, by providing the harness through-hole 14 through which the high-voltage harness 13 passes as described above between the high-voltage connector terminal 57C and the clip fixing position 87a, the burden can be reduced even in the case of the high-voltage harness 13 that is difficult to bend. Can do.

  In particular, in the harness routing structure of the first embodiment, the harness through hole 14 is formed at a position where it does not interfere with the cross member 12. Therefore, the strength of the cross member 12 is not reduced by the harness through hole 14.

  A grommet 15 is provided inside the harness through hole 14. The grommet 15 is elastically deformed to allow the high-voltage harness 13 to bend and deform. Therefore, when the high-voltage harness 13 is bent and deformed, the high-voltage harness 13 does not interfere with the deformation of the high-voltage harness 13 at the edge portion 14a of the harness through hole 14. Direct contact can be prevented. Thereby, the burden which acts on the high-voltage harness 13 at the time of a vehicle front collision can further be reduced.

  Moreover, in the grommet 15, a plurality of recesses 15d that are open to the vehicle interior space R are formed in the flange portion 15b. Therefore, the fixing strength of the high-voltage harness 13 due to the provision of the grommet 15 can be reduced, and the deformation followability when the high-voltage harness 13 is bent and deformed can be improved.

[Harness routing in side collision]
FIG. 8 is a plan view schematically showing the positional relationship between the battery pack and the air conditioner unit.

In the harness routing structure of the first embodiment, as shown in FIG. 8, the high-power connector terminal 57C of the battery pack 5 disposed in the underfloor space Y is set at the center position in the vehicle width direction and disposed in the passenger compartment space R. The clip fixing position 87a of the air conditioner unit 8 is set at the center position in the vehicle width direction. Furthermore, the harness through-hole 14 formed in the floor panel 10 is set at the center position in the vehicle width direction.
That is, the vehicle width direction position of the high-power connector terminal 57C, the vehicle width direction position of the harness through hole 14, and the vehicle width direction position of the clip fixing position 87a are the same.

  For this reason, when a side collision occurs in the electric vehicle 1, the relative positional relationship among the positions in the vehicle width direction of the high-power connector terminal 57C, the harness through-hole 14, and the clip fixing position 87a may be difficult to shift. it can. Thereby, the burden which acts on the high-power harness 13 which arises by a side collision can be reduced.

  Moreover, in the harness routing structure of the first embodiment, the high-power connector terminal 57C, the harness through hole 14, and the clip fixing position 87a are respectively set at the center position in the vehicle width direction. Therefore, the distances L1 and L2 from the left and right side surfaces of the electric vehicle 1 (indicated by 1A and 1B in FIG. 8) to the high-voltage harness 13 are approximately the same.

  As a result, the high-voltage harness 13 is farthest from both the left and right side surfaces 1A and 1B of the electric vehicle 1, and the load acting on the high-voltage harness 13 at the time of a side collision can be further suppressed.

Next, the effect will be described.
In the harness wiring structure for the electric vehicle according to the first embodiment, the effects listed below can be obtained.

(1) a lower floor component (battery pack) 5 disposed below the floor panel 10 that partitions the passenger compartment space R and the underfloor space Y;
An upper floor component (PTC heater) 84 that is disposed on the upper side of the floor panel 10 and on the vehicle front side with respect to the lower floor component 5;
A harness (high-voltage harness) 13 for connecting the lower floor component 5 and the upper floor component 84;
In the harness wiring structure of the electric vehicle, which is formed in the floor panel 10 and includes a harness through hole 14 through which the harness 13 passes,
The lower floor harness connection position (high power connector terminal) 57C of the lower floor component 5 to which the one end 13a of the harness 13 is connected to the harness through hole 14 and the upper floor component 84 to which the other end 13b of the harness 13 is connected. The on-floor harness connecting position (clip fixing position) 87a is set to a position between the front and rear direction of the vehicle.
Thereby, the load which acts on the harness 13 which penetrates the floor panel 10 at the time of front collision of a vehicle can be reduced.

(2) A vehicle width direction position of the lower floor harness connection position (high-power connector terminal) 57C, a vehicle width direction position of the harness through hole 14, and a vehicle width direction of the upper floor harness connection position (clip fixing position) 87a. The position is made to coincide.
Thereby, the load which acts on the harness (high power harness) 13 which penetrates the floor panel 10 at the time of the side collision of a vehicle can be reduced.

(3) The floor lower harness connection position (high-power connector terminal) 57C, the harness through hole 14, and the floor upper harness connection position (clip fixing position) 87a are set to the center position in the vehicle width direction. .
Thus, by separating the harness 13 penetrating the floor panel 10 from both the vehicle side surfaces 1A and 1B, it is possible to further reduce the load acting on the harness 13 when a vehicle side collision occurs.

(4) The floor panel 10 is supported by a cross member 12 extending in the vehicle width direction,
The harness through hole 14 is set to a position where it does not interfere with the cross member 12.
Thereby, the harness through-hole 14 can be formed without reducing the strength of the cross member 12.

(5) The harness through-hole 14 is provided with a grommet 15 capable of elastic deformation that allows bending deformation of the harness (high power harness) 13.
This prevents the harness 13 from coming into direct contact with the edge 14a of the harness through-hole 14 without hindering the bending deformation of the harness 13, and further reduces the load acting on the harness 13 at the time of a vehicle front collision. it can.

(6) The lower floor component and the upper floor component are high-voltage components (battery pack 5, PTC heater 84) whose line voltage is equal to or higher than a predetermined value,
The harness is configured as a high-power harness 13 that connects the high-power components.
As a result, even a high-voltage harness that is relatively thicker than a weak-electric harness and difficult to bend, and that is likely to be burdened when bent, can be flexed without difficulty, thus reducing the load on the harness. it can.

(7) The lower part of the floor is a battery pack 5 serving as a power source for the motor 2 for traveling,
The on-floor part is configured as a heating wire heater (PTC heater) 84 provided in the air conditioner unit 8 disposed at the front of the vehicle.
Thereby, it is possible to reduce a load acting on the harness 13 that connects the battery pack 5 and the PTC heater 84 at the time of a vehicle front collision.

  As mentioned above, although the harness wiring structure of the electric vehicle of this invention has been demonstrated based on Example 1, it is not restricted to this Example about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, the lower-floor component disposed on the lower side of the floor panel 10 is the battery pack 5, and the upper-floor component disposed on the upper side of the floor panel 10 is the PTC heater 84 in the air conditioner unit 8. However, the present invention is not limited to this, and any type may be used as long as it is a component mounted on a vehicle. For example, it may be an electric compressor or the like for flowing refrigerant through the drive motor inverter 3 or the air conditioner unit 8. Further, it may be a weak electrical component having a relatively low line voltage.

  Moreover, in Example 1, although the harness through-hole 14 is obstruct | occluded by providing the grommet 15 in the harness through-hole 14, a clearance gap is provided between the high-voltage harness 13 and the edge part 14a of the harness through-hole 14. May be. In this case, when the frontal collision of the vehicle occurs, the high-voltage harness 13 can be less likely to contact the edge portion 14a of the harness through hole 14, and the burden on the high-voltage harness 13 can be reduced.

  And although the harness wiring structure of the electric vehicle of Example 1 showed the example applied to the electric vehicle 1 which a drive source drive | works only using electricity, not only this but a motor and an engine as a drive source It may be a hybrid vehicle or a fuel cell vehicle. That is, the present invention can be applied to any vehicle in which a pair of components are mounted in the vertical direction with the floor panel interposed therebetween.

  Further, in the first embodiment, the “high electric component” is a component having a line voltage larger than 24 volts, but the bolt value that is the boundary between the high electric component and the weak electric component can be set to an arbitrary value.

Cross-reference of related applications

  This application claims priority based on Japanese Patent Application No. 2012-204194 filed with the Japan Patent Office on September 18, 2012, the entire disclosure of which is fully incorporated herein by reference.

Claims (7)

Under-floor parts arranged below the floor panel that partitions the passenger compartment space and the under-floor space;
An upper part of the floor panel, which is disposed on the front side of the vehicle with respect to the lower part of the floor,
A harness connecting the lower floor component and the upper floor component;
In the harness routing structure of the electric vehicle provided with a harness through hole formed in the floor panel and through which the harness passes,
Between the front-rear direction of the vehicle between the lower-floor harness connecting position of the lower-floor component to which one end of the harness is connected to the harness through hole and the upper-floor harness connecting position of the upper-floor component to which the other end of the harness is connected A harness wiring structure for an electric vehicle characterized by being set to a position. In the harness wiring structure of the electric vehicle according to claim 1,
The harness arrangement of the electric vehicle characterized in that the vehicle width direction position of the harness connection position below the floor, the vehicle width direction position of the harness through hole, and the vehicle width direction position of the harness connection position on the floor are matched. Cable structure. In the harness wiring structure of the electric vehicle according to claim 2,
The harness wiring structure for an electric vehicle, wherein the lower floor harness connection position, the harness through hole, and the upper floor harness connection position are set at a center position in a vehicle width direction. In the harness wiring structure of the electric vehicle according to any one of claims 1 to 3,
The floor panel is supported by a cross member extending in the vehicle width direction,
The harness wiring structure for an electric vehicle, wherein the harness through hole is set at a position that does not interfere with the cross member. In the harness wiring structure of the electric vehicle according to any one of claims 1 to 4,
A harness routing structure for an electric vehicle, characterized in that a grommet capable of elastic deformation that allows bending deformation of the harness is provided in the harness through hole. In the harness wiring structure of the electric vehicle according to any one of claims 1 to 5,
The above-floor part and the above-floor part are high-voltage parts whose line voltage is a predetermined value or more,
A harness routing structure for an electric vehicle, wherein the harness is a high-voltage harness that connects high-voltage components to each other. In the harness wiring structure of the electric vehicle according to claim 6,
The lower floor component is a battery pack that serves as a power source for the motor for running,
The harness wiring structure for an electric vehicle, wherein the on-floor component is a heating wire heater provided in an air conditioner unit disposed in a front portion of the vehicle.

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